JPS6111556Y2 - - Google Patents

Description

[Detailed explanation of the idea]

[Industrial Application Field] The present invention relates to a hydraulic pressure adjusting device for regulating hydraulic pressure (line pressure) supplied to a hydraulic control device of an automatic transmission for a vehicle. [Prior Art] The line pressure supplied to the hydraulic control device of an automatic transmission is sourced from an oil pump driven by the engine, and because it becomes unnecessarily high during high-speed operation, the line pressure is adjusted to the transmitted torque using a first regulator valve. The engine pressure is regulated to reduce engine output loss caused by the oil pump. Adjustment of the line pressure by this first regulator valve involves inputting hydraulic pressure such as governor pressure, throttle pressure, line pressure, etc. that changes depending on vehicle operating conditions such as vehicle speed, throttle opening, and transmitted torque to the first regulator valve. This is done by controlling the drain amount of pressure oil supplied from the oil pump, and a modulator valve for adjusting the input oil pressure is inserted into the input oil path of the input oil pressure as necessary. [Problems to be solved by the invention] In this type of hydraulic pressure (line pressure) regulating device, if the modulator valve becomes unable to regulate pressure due to a valve stem or the like, or if the input hydraulic pressure becomes abnormally high for some reason, In this case, the line pressure becomes too high, which tends to cause problems such as damage to seals in various parts of the automatic transmission. Conventional hydraulic regulators have a large relief valve in the line pressure input oil path to prevent excessive rise in line pressure, and the use of such a large relief valve makes the hydraulic circuit more compact. This was a disadvantage in terms of achieving this goal. The main idea of this invention is to prevent an excessive rise in input signal pressure by adding a small relief valve to the input hydraulic pressure that controls the first regulator valve, thereby preventing an excessive rise in line pressure. The purpose is to make the hydraulic circuit more compact. [Means for solving the problem] The hydraulic pressure adjustment device for a vehicle automatic transmission of the present invention has the following features:
In a hydraulic adjustment device for a vehicle automatic transmission that includes a torque converter, a gear transmission mechanism having a plurality of frictional engagement elements for achieving a plurality of gears, and a hydraulic control device, the hydraulic control device includes an oil sump; An oil pump that generates pressure oil from the oil reservoir, a first regulator valve that adjusts the pressure oil and outputs it as line pressure, a throttle valve that outputs throttle pressure according to the throttle opening, and a throttle valve that inputs the throttle pressure. a second regulator valve that regulates the oil pressure of the torque converter; a throttle modulator valve that regulates the throttle pressure and outputs a throttle modulator pressure; and a throttle modulator valve that regulates the throttle pressure and outputs a throttle modulator pressure. It has an input oil passage for introducing pressure, and the input oil passage is provided with a relief valve. [Example] Next, the present invention will be explained based on an example shown in the drawings. FIG. 1 shows an automatic transmission with three forward speeds and one reverse speed. This automatic transmission is a known one consisting of a hydraulic torque converter 200 and a planetary gear transmission 201, and the torque converter 200 is attached to a fixed shaft 8 via a pump impeller 2, a turbine runner 3, and a one-way clutch 7. The stator 4 has a stator 4. Power is transmitted from the drive shaft 1 of the engine E to the output shaft 6 via the torque converter 200, the input shaft 5 of the planetary gear transmission 201, which is the same as the output shaft of the torque converter, and the planetary gear transmission 201. 9 is the oil pump, 27 is the output shaft 6
The governor valve is connected to the The planetary gear transmission 201 is controlled by an automatic transmission control device, which will be described later in conjunction with FIG. Clutches C1, C2 to be fixed or released;
The friction engagement elements of brakes B1, B2, B3 and one-way clutches F1, F2 are connected to the input shaft 5 via the clutch C2, and are directly connected to the transmission case 1 via the brake B1.
0 and connected to the transmission case 10 via a one-way clutch F1 and brake B2, a front sun gear 15 and a rear sun gear 16 provided on the sun gear shaft 22, and an output shaft 6. The front stage ring gear 19 and the rear stage carrier 26 are connected to the front stage ring gear 19 and the rear stage carrier 26, the rear stage ring gear 20 is connected to the intermediate shaft 21 which is connected to the input shaft 5 through the clutch C1, the transmission is transmitted through the brake B3 and the one-way clutch F2. A front stage carrier 25 is engaged with the front case 10, and the sun gear 1 is rotatably supported by the carrier 25.
5 and a ring gear 19, and a rear planetary pinion 18 rotatably supported by a carrier 26 and meshed between a sun gear 16 and a ring gear 20. It consists of a two-stage planetary gear 202 and a two-stage planetary gear 202. This planetary gear transmission 201 performs automatic transmission with three forward speeds and one reverse speed as shown in Table 1 by the action of frictional engagement elements, or can be operated manually via a manual valve.

[Table] In Table 1, ○ indicates an engaged or one-way clutch is locked, ◎ indicates a brake that is applied during engine braking, and 1 indicates a released state or an unlocked one-way clutch. The hydraulic control device in FIG. 2 includes an oil reservoir 28, an oil pump 9 driven by an engine, a first regulator valve 400, and a second regulator valve 10.
1, manual speed selection valve 102, 1-2 shift valve 103,
2-3 Shift valve 104, throttle valve 105, kickdown valve 106, cutback valve 107, governor valve 27, intermediate coast shift valve 108, intermediate coast modulator valve 109, low coast shift valve 11
0, low coast modulator valve 111, governor modulator valve 112, accumulator 113 for clutch C1, accumulator 1 for clutch C2
14, brake B2 accumulator 115, check valves 116, 120, throttle modulator valve 117, cooler bypass valve 118, clutch C1 hydraulic cylinder 121, clutch C2 hydraulic cylinder 122, brake B1 hydraulic cylinder 1
23, a hydraulic cylinder 124 for the brake B2, a hydraulic cylinder 125 for the brake B3, a relief valve 300 which is the gist of the present invention, and an oil passage connecting these valves and the hydraulic servo. In the hydraulic control device of the present invention, the discharge pressure oil of the oil pump 9 is supplied from the oil path 30 and is connected to the oil path 4 through the manual valve 102.
Line pressure is input from 4, and the output oil pressure (throttle modulator pressure) of the throttle modulator valve 117 that regulates the output oil pressure (throttle pressure) of the throttle valve 105 supplied from the oil path 37.
is input to the regulator valve 4 via the oil passage 37A.
00, and a relief valve 300 attached to the throttle modulator pressure input oil passage 37A of the regulator valve 400. The first regulator valve 400 includes a regulator valve plunger 410 to which the throttle modulator pressure and line pressure are applied, and a regulator valve plunger 410 to which the throttle modulator pressure and line pressure are applied.
10 and is moved by the regulator plunger 410 to change the opening area of the annular gap A between the valve wall and the pump discharge pressure supplied from the oil passage 30. The oil pressure is adjusted by increasing or decreasing the amount of oil drained from the annular gap A, and the oil is output as line pressure from the oil passage 31 to various parts of the hydraulic control device. When an abnormally large hydraulic pressure is generated in a valve stick of a relief valve, the hydraulic pressure is leaked to prevent a hydraulic pressure higher than a set pressure from being applied to the regulator plunger 410. The line pressure of the oil passage 31 is controlled by a manual valve (manual speed selection valve) 102, a kickdown valve 106, a throttle valve 105, an accumulator 113, 114, 1
15. The oil pressure (throttle pressure) regulated by the throttle valve 105 is guided to the second regulator valve 101 via the oil path 36, further to the throttle modulator valve 117 via the oil path 37, and is guided to the throttle modulator valve 117 via the oil path 36.
8 to the 2-3 shift valve 104, and the oil passage 3
9 and is led to the 1-2 shift valve 103. The differential regulator pressure guided to the kickdown valve 106 by the oil passage 31 is transferred to the oil passage 6.
8 and 67, it is supplied to the 2-3 shift valve 104, and it is also supplied to the check valve 120 through the oil passage 69, which in turn is supplied to the 1-2 shift valve 103 through the oil passage 70 and the oil passage 72. It's communicating. The manual valve 102 is used to select various traveling or driving conditions, and the hydraulic pressure (line pressure) regulated by the regulator valve 400 is passed through the oil passages 40, 41, and 61 to the friction multi-disc clutch C1.
The hydraulic cylinder 121 has oil passages 40, 41, 62.
to the accumulator 113 through the oil passages 40, 4.
2, 55 to the governor valve 27, oil passages 40, 4
2,56 to the 1-2 shift valve 103,
Supplied to the 2-3 shift valve 104 via the oil path 43,
The oil passage 4 passes through the oil passage 44 to the regulator valve 400.
4, 45, 47 to the 2-3 shift valve 104,
1-2 shift valve 10 via oil passages 44, 45, 49
3 and is supplied to the low coast modulator valve 111 via the oil path 50. A cooler bypass valve 118 provided in the oil passage 35 is a valve that regulates the oil pressure supplied to the cooler to a low pressure. The hydraulic oil whose pressure is regulated by the governor valve 27 to a hydraulic pressure (governor valve) corresponding to the rotational speed of the output shaft 6 flows into the oil path 5.
2 to the governor modulator valve 112, the oil passage 5
1 to the 1-2 shift valve 103, oil passages 51, 5
4 and is supplied to the 2-3 shift valve 104. The line pressure supplied from the oil passage 56 to the 1-2 shift valve 103 passes through oil passages 57 and 58 to the brake B2.
The hydraulic cylinder 124 is supplied to the accumulator 115 via oil passages 57 and 59, and the oil passage 60
are respectively supplied to the 2-3 shift valves 104 through the . The line pressure supplied to the 1-2 shift valve 103 through the oil passage 49 is supplied to the hydraulic cylinder 125 of the brake B3 via the oil passage 64. The line pressure supplied from the oil passage 47 to the 2-3 shift valve 104 is transferred to the accumulator 11 through the oil passage 65.
4 and the hydraulic cylinder 122 of the clutch C2. The governor pressure supplied from the oil passage 52 to the governor modulator valve 112 is regulated and then transferred to the oil passages 73 and 74.
and is led to the cutback valve 107. Low coast modulator valve 11 from oil path 50
The line pressure supplied to the modulator valve 11
After the pressure is regulated by 1, the oil is guided to the low coast shift valve 110 via the oil passage 75. Intermediate shift valve 1 from oil line 43
The line pressure supplied to 08 is supplied to the intermediate modulator valve 109 via the oil line 76, and after being regulated by the modulator valve 109, it is led to the 1-2 shift valve 103 via the oil line 77. , and then supplied to the hydraulic cylinder 123 of the friction brake B via the oil path 78. In the manual valve 102, the valve body 79 slides by shifting a lever or the like from the driver's seat, and the line pressure in the oil passage 31 is distributed to each oil passage according to the lever speed selection position as shown in Table 2. do.

[Table] In Table 2, the ◯ mark indicates that line pressure is guided to that oil passage at each speed selection position, and the - mark indicates that line pressure is not guided to that oil passage. The contents of each code P, R, D, 2, and L of the speed selection position are as follows. P: When parking, a parking lock pawl (not shown) engages with the outer periphery of the front ring gear 19 and fixes the output shaft 6 in a pawl type manner. R: Reverse N: Neutral. Hydraulic pressure is not transmitted anywhere from the manual valve, and engine power is not transmitted to the output shaft 6. D: Forward. In this embodiment, a three-speed transmission is used, and the first
Automatically changes speed, 2nd speed, and 3rd speed. 2: Automatically shifts between 1st speed and 2nd speed. L: First speed fixed position. The configuration of each valve for smoothly operating the frictional engagement elements shown in Table 1 at each of the above-mentioned manual valve (manual speed selection valve) selection positions is as follows. The second regulator valve 101 regulates the hydraulic pressure, lubricating hydraulic pressure, and cooler pressure of the torque converter 200 to a pressure that matches the vehicle speed and throttle valve opening at that time. The governor valve 27 provides oil pressure (governor pressure) corresponding to the rotation speed of the output shaft 6. The throttle valve 105 functions to obtain a throttle pressure corresponding to the amount of depression of the accelerator pedal, that is, the output of the engine. The throttle pressure corresponding to this throttle valve opening acts on the first regulator valve 400 and the second regulator valve 101 to regulate the line pressure, and also 1-2 shift valves 103 and 2
-3 The force acts on the shift valve 104 and acts against the governor valve. The 1-3 shift valve 103 automatically controls switching between the first speed and the second speed according to the governor valve and throttle pressure. The governor pressure supplied from the oil passage 51 is high and the oil passage 3
If the throttle pressure supplied from 9 is low,
The valve body 80 is pushed up by the governor pressure, and the oil passage 5
6 and 57 are in communication, and the line pressure is applied to the oil passages 57 and 58.
is supplied to the hydraulic servo 124 of the friction brake B2, and the brake B2 is engaged and becomes the second speed as shown in Table 1. If governor pressure is low and throttle pressure is high,
The valve body 80 is pushed down by the throttle pressure, and the oil passages 56 and 57 are shut off, resulting in the first speed. In the kick-down valve 106, when the accelerator pedal is depressed to near full open, the valve body 81 moves upward greatly, the oil passages 31 and 69 are communicated, and the oil pressure is applied to the 2-3 shift valve 104 via the oil passage 67. 1 through the oil passage 69, the switching valve 120, and the oil passage 70.
-2 to act on the shift valve 103. The low modulator valve 111 regulates the hydraulic pressure to a low pressure when the line pressure acts on the low modulator valve 111 through the oil passage 50 when in the L range, and this regulated oil pressure passes through the oil passage 75 to the low coast shift valve. 110, the low coast shift valve 110 moves downward, and the oil passages 75 and 64 communicate with each other, and this low oil pressure acts on the hydraulic cylinder 125 of the brake B3 to maintain the first speed. When the low coast shift valve 110 is in the R range, when line pressure acts on the shift valve 110 through the oil passage 49, the valve body 82 moves upward against the low oil pressure from the low modulator valve 111, and the oil The passage 49 and the oil passage 64 are made to communicate with each other, and line pressure is guided to the hydraulic cylinder 125 of the friction brake B3 to fix the reverse speed. The governor modulator valve 112 regulates the governor pressure from the oil passage 52 to a constant level, and applies it to the cutback valve 107 via the oil passages 73 and 74. The cutback valve 107 is operated by the oil pressure from the oil passage 74 and the throttle pressure, and the throttle valve 10
Adjust the cutback oil pressure applied to 5. By applying this cutback oil pressure to the throttle valve 105, the throttle pressure is lowered and unnecessary power loss due to the oil pump 9 is prevented. Accumulators 113, 114 and 115 are oil passages 5 that communicate with oil passages 62, 66 and oil passage 58.
9, respectively, to relieve the shock when the clutches C1, C2 and brake B2 are activated. Accumulator pistons 83', 84' and 6
There is a difference in area between the action of 5' and the back pressure side, and the action side is larger. In addition, line pressure is always acting on the back pressure side through the oil passage 31, and the piston 8
3', 84' and 85' are pushed down. When line pressure is applied through the oil passages 62, 66 or 59 to the working side, the pistons 83', 8
4' or 85' is pushed upward slowly to relieve the shock during engagement. The 2-3 shift valve 104 switches between the second speed and the third speed, and is controlled by the governor pressure supplied from the oil passage 54, the throttle pressure supplied from the oil passage 38 and opposed to the governor pressure, and the spring 83. Valve body 84 is controlled. When the governor pressure is high, the valve body 84 moves upward against the throttle pressure and the spring 83, and the oil passages 60 and 65 communicate with each other, and the line pressure is transmitted through the oil passage 66 to the hydraulic servo 122 of the clutch C2. is supplied to the third speed. At this time, at the intermediate shift valve 108, the passage between the oil passage 76 and the oil passage 43 is blocked, and the oil passage 76 is communicated with the oil drain port 85.
It functions to release the line pressure that was acting on the hydraulic cylinder 123 of the brake B1. When the governor pressure is low, the valve body 84 is pushed back downward by the throttle pressure and the spring 83, the hydraulic circuit to the hydraulic cylinder 123 of the brake B1 is cut off, and the second speed is set. However, in the case of a kickdown, the oil pressure is
7 to press the valve body 84 downward, the vehicle is downshifted to the second speed at a higher vehicle speed than in the above case. [Effects of the invention] As described above, the hydraulic pressure adjusting device of the present invention is provided with a relief valve in the input oil passage of the first regulator valve to adjust the first pressure such as throttle pressure, governor pressure, or line pressure.
Since the hydraulic pressure input to the regulator valve is prevented from rising excessively, a small relief valve can prevent the line pressure from rising excessively, and the hydraulic circuit can be made more compact.

[Brief explanation of the drawing]

FIG. 1 is a skeletal diagram of a vehicle automatic transmission, and FIG. 2 is a hydraulic circuit diagram of a hydraulic control device for a vehicle automatic transmission incorporating the hydraulic pressure adjustment device of the present invention. In the figure, 9... oil pump, 400... first regulator valve, 300... relief valve.

Claims (1)

[Claims for Utility Model Registration] 1. A hydraulic adjustment device for a vehicle automatic transmission equipped with a torque converter, a gear transmission mechanism having a plurality of friction engagement elements for achieving a plurality of gears, and a hydraulic control device, The hydraulic control device includes an oil reservoir, an oil pump that generates pressure oil from the oil reservoir, a first regulator valve that adjusts the pressure oil and outputs it as line pressure, and outputs throttle pressure according to the throttle opening degree. a throttle valve; a second regulator valve that inputs the throttle pressure and regulates the hydraulic pressure of the torque converter; a throttle modulator valve that regulates the throttle pressure and outputs a throttle modulator pressure; A hydraulic pressure adjustment device for an automatic transmission for a vehicle, comprising an input oil passage for guiding the throttle modulator pressure to a regulator valve, and a relief valve provided in the input oil passage. 2. The first regulator valve has a regulator plunger to which the throttle modulator pressure is applied, and a spool arranged in series with the regulator plunger. A hydraulic pressure adjustment device for an automatic transmission for a vehicle according to claim 1 of the patent registration claim.